JP2013133706A - Electric valve timing controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid a trouble in an electric valve timing controller for the variable control of the valve timing of an internal combustion engine by utilizing an electric motor.SOLUTION: The controller is provided with: a control circuit 50 in which an output part 54 continues the output of a target rotational speed Ntm set by a processing part 52 before a period Tr during a reset period Tr for executing the reset processing of the processing part 52 before the start of a combustion operation of an internal combustion engine 1 according to the switch-on of an engine switch 7; a driving circuit 40 for the rotational drive of an electric motor 20 by energization following the target rotational speed Ntm; and a phase adjusting mechanism 30 for regulating the rational phase to the most retarded angle phase as the edge phase by making stoppers 341, 361 contact with each other according to the retardation of the rotation of the electric motor 20 from the rotation of the internal combustion engine 1. The processing part 52 starts a delay period Td for delaying the reset processing according to the switch-on of the engine switch 7. Pre-reset rotational speeds Ntm1, Ntm 2 are set in the delay period Td as the target rotational speed Ntm for adjusting the rotational phase at the finishing of the delay period Td to the most retarded angle phase.

Description

  The present invention relates to an electric valve timing control device that variably controls a valve timing of an internal combustion engine using an electric motor.

  Conventionally, the valve timing is variably controlled by adjusting the rotation phase between the driving rotating body and the driven rotating body linked to the crankshaft and the camshaft of the internal combustion engine, respectively, according to the rotation state of the electric motor. Electric valve timing control devices are known.

  As a kind of such device, Patent Document 1 discloses that the stoppers provided on the driving rotating body and the driven rotating body are brought into contact with each other in accordance with the rotation of the electric motor being delayed from the rotation of the internal combustion engine. Thus, what regulates the rotational phase to the extreme end phase is disclosed. By restricting to the endmost phase in this manner, even if a failure occurs and the rotation of the electric motor is delayed from the rotation of the internal combustion engine, the rotation of the internal combustion engine can be maintained by synchronizing the camshaft with the crankshaft. It is. Examples of the failure include failure of a drive circuit that rotates the electric motor by energization, a control circuit that outputs a target rotation speed of the electric motor to the drive circuit, in addition to the electric motor.

JP 2010-127192 A

  In the apparatus of Patent Document 1, a reset process for initializing the control circuit is executed in response to the turning on of the engine switch for turning on and off the engine of the internal combustion engine. In general, in a control circuit for an internal combustion engine, a target value of a control target output from an output unit such as a communication interface can be changed during a reset period in which a processing unit such as a microcomputer executes a reset process before the combustion operation of the internal combustion engine is started. Instead, the set target value before the reset period is continuously output. Therefore, in the apparatus of Patent Document 1, when the turned-off engine switch is turned on during the inertial rotation of the internal combustion engine, if the target rotation speed before the reset period is zero, the target rotation during the reset period The speed will also be zero. As a result, during the reset period before the start of the combustion operation, the internal combustion engine in the inertial rotation state has a short rotation delay of the electric motor with a small inertial force, so that the stoppers collide at high speed and become large. Impact force is generated. Since generation of such a large impact force may cause a failure of the phase adjustment mechanism or the electric motor, a more effective method is desired.

  The present invention has been made in view of the above problems, and an object thereof is to provide an electric valve timing control device that avoids a failure.

  The invention described in claim 1 is an electric motor that rotates by energization and a control circuit that outputs a target rotational speed set by the processing unit from the output unit, and the internal combustion engine is turned on when an engine switch that turns on and off the internal combustion engine is turned on. During the reset period in which the reset process of the processing unit is executed before the combustion operation of the engine is started, the output of the target rotation speed set by the processing unit before the reset period is output from the control circuit and the output unit. The rotational phase between the drive circuit that rotates the electric motor by energization according to the target rotational speed and the drive and driven rotors that are linked to the crankshaft and camshaft of the internal combustion engine, respectively. A phase adjustment mechanism that variably controls the valve timing of an internal combustion engine by adjusting according to the state, and is provided with a stop provided on each of the drive rotor and the driven rotor An electric valve timing control device comprising: a phase adjustment mechanism that restricts the rotational phase to the extreme end phase by bringing them into contact with each other as the rotation of the electric motor is delayed from the rotation of the internal combustion engine, The processing unit starts a delay period for delaying the reset process in response to turning on of the engine switch, and sets a rotational phase at the end of the delay period as a target rotational speed for adjusting the rotational phase to the extreme end phase. Set.

  In this invention, the processing unit of the control circuit that outputs the target rotational speed from the output unit to the drive circuit that rotationally drives the electric motor by energization responds to turning on the engine switch so as to delay its reset processing in the reset period. Start the delay period. Here, in the delay period in which the pre-reset rotational speed is set as the target rotational speed for adjusting the rotational phase at the end of the period to the extreme end phase, the driving rotary body and the driven rotary body at the extreme end phase reached by the adjustment The rotation speed before resetting can be set so as to reduce the impact force when the stoppers collide with each other. In addition, during the reset period after such a delay period, the output of the target rotation speed is continued with the rotation speed before reset set so as to adjust the rotation phase to the extreme end phase before the reset period. Therefore, the stoppers can be kept in contact with each other. For these reasons, even if the turned-off engine switch is turned on during the inertial rotation of the internal combustion engine, it is possible to avoid a failure due to the collision between the stoppers before the combustion operation of the internal combustion engine is started. .

  According to the invention described in claim 2, the processing unit executes the setting of the rotation speed before reset in the delay period based on the engine rotation speed of the internal combustion engine.

  In the delay period of the present invention, the pre-reset rotation speed, which is the target rotation speed of the electric motor, is set based on the engine rotation speed of the internal combustion engine, thereby limiting the collision speed between the stoppers according to the difference between the rotation speeds. Such a setting can be appropriately realized. According to this, it is possible to surely reduce the impact force caused by the collision between the stoppers, and to improve the reliability of the effect of avoiding the failure caused by the collision.

  According to the invention described in claim 3, the processing unit executes the setting of the length of the delay period together with the setting of the rotation speed before reset based on the engine rotation speed.

  The length of the delay period according to the present invention is set together with the rotation speed before reset, which is the target rotation speed of the electric motor, based on the engine rotation speed of the internal combustion engine, so that the collision between the stoppers according to the difference between the rotation speeds. As long as the speed is limited, it can be set as short as possible. According to this, the target rotation after the reset period can be reduced by reducing the time required from the time the engine switch is turned on until the end of the reset period after the delay period, while ensuring the effect of avoiding the failure due to the collision between the stoppers. The speed setting can be resumed quickly.

  According to the invention described in claim 4, the processing unit sets the rotation speed before reset for changing the rotation phase to the extreme phase in the delay period higher than the zero speed, and then changes the set speed to the zero speed. Under the condition, the delay period shifts to the reset period.

  In the present invention, during the inertial rotation of the internal combustion engine, the rotation speed before reset for changing the rotation phase to the extreme end phase is set to be higher than the zero speed during the delay period corresponding to the turning on of the engine switch. The rotation delay of the electric motor with respect to can be caused gradually. When the rotational phase reaches the extreme end phase due to such a slow rotational delay, the impact force caused by the collision between the stoppers can be reduced. In addition, during the reset period in which the pre-reset rotational speed set higher than the zero speed is changed to the zero speed and the transition is made from the delay period, the output of the target rotational speed is continued with the zero speed in the delay period. Therefore, the contact state between the stoppers can be maintained even during the inertial rotation of the internal combustion engine. For these reasons, it is possible to increase the reliability of the effect of avoiding the failure caused by the collision between the stoppers.

  According to a fifth aspect of the present invention, there is provided an electric motor that rotates by energization, and a control circuit that outputs a target rotational speed set by a processing unit from an output unit, wherein During the reset period in which the reset process of the processing unit is executed before the combustion operation of the engine is started, the output of the target rotation speed set by the processing unit before the reset period is output from the control circuit and the output unit. The rotational phase between the drive circuit that rotates the electric motor by energization according to the target rotational speed and the drive and driven rotors that are linked to the crankshaft and camshaft of the internal combustion engine, respectively. A phase adjustment mechanism that variably controls the valve timing of an internal combustion engine by adjusting according to the state, and is provided with a stop provided on each of the drive rotator and the driven rotator. An electric valve timing control device comprising: a phase adjustment mechanism that restricts the rotational phase to the extreme end phase by bringing them into contact with each other as the rotation of the electric motor is delayed from the rotation of the internal combustion engine, The processing unit starts a delay period for delaying the reset process in response to turning on of the engine switch, and delays it as a target rotation speed for adjusting the rotation phase at the end of the reset period to an intermediate phase before the endmost phase. Set the pre-reset rotation speed for the period.

  In this invention, the processing unit of the control circuit that outputs the target rotational speed from the output unit to the drive circuit that rotationally drives the electric motor by energization responds to turning on the engine switch so as to delay its reset processing in the reset period. Start the delay period. Here, the rotation speed before reset is set to the delay period before the reset period as the target rotation speed for adjusting the rotation phase at the end of the reset period to the intermediate phase before the endmost phase, so that only during the delay period. Even during the reset period in which the rotation speed before reset is continuously output, the rotation phase does not reach the extreme end phase. According to this, even if the turned-off engine switch is turned on during the inertial rotation of the internal combustion engine, the collision between the stoppers of the drive rotor and the driven rotor is prevented before the combustion operation of the internal combustion engine is started. Therefore, it is possible to avoid a failure caused by the collision.

  According to the invention described in claim 6, the processing unit predicts the engine rotational speed of the internal combustion engine at the end of the reset period, and executes the setting of the rotational speed before reset in the delay period based on the predicted rotational speed.

  In the delay period of the present invention, the rotational speed before reset as the target rotational speed of the electric motor is set based on the predicted rotational speed of the engine rotational speed at the end of the reset period, so that the extreme phase can be obtained even by the difference between the rotational speeds. It is possible to properly realize the setting that does not reach the target. According to this, since it is possible to reliably prevent the stoppers from colliding from turning on the engine switch to the end of the reset period after the delay period, it is possible to improve the reliability of the effect of avoiding the failure caused by the collision. is there.

  According to the seventh aspect of the present invention, the processing unit calculates the time decrease rate of the engine rotation speed in the stop period from turning off the engine switch to turning on, and the prediction of the engine rotation speed is set to the calculation rate. Run based on.

  In this invention, the predicted rotational speed of the engine speed at the end of the reset period required for setting the rotational speed before reset is based on the time reduction rate of the engine speed calculated during the stop period from the time the engine switch is turned off to the time it is turned on. This is acquired during a delay period corresponding to the turning on of the engine switch. That is, since the calculation of the time reduction rate for accurately obtaining the predicted engine speed of the engine speed is executed before the delay period, the delay period can be set as short as possible. According to this, the target rotation after the reset period can be reduced by reducing the time required from the time the engine switch is turned on until the end of the reset period after the delay period, while ensuring the effect of avoiding the failure due to the collision between the stoppers. The speed setting can be resumed quickly.

  According to the eighth aspect of the present invention, the processing unit performs the delay in the delay period in a state in which the rotation speed before reset that changes the rotation phase to the intermediate phase before the endmost phase is set higher than the zero speed. Transition from period to reset period.

  In the present invention, during the inertial rotation of the internal combustion engine, the rotation speed before reset for changing the rotation phase to the intermediate phase before the endmost phase is set higher than the zero speed during the delay period corresponding to the turning on of the engine switch. As a result, the rotation delay of the electric motor with respect to the internal combustion engine can be caused gradually. According to such a gradual rotation delay, it is possible to reliably avoid reaching the extreme end phase that causes the stoppers to collide with each other. In addition, in the reset period in which the rotation speed before reset is set higher than the zero speed and the shift is made from the delay period, the output of the target rotation speed is continued while the zero speed of the delay period is exceeded. Even during inertial rotation, the rotational phase does not reach the extreme end phase at the end of the period. For these reasons, it is possible to increase the reliability of the effect of avoiding the failure caused by the collision between the stoppers.

  According to the ninth aspect of the present invention, when the engine rotational speed of the internal combustion engine becomes higher than zero speed in the delay period, the processing unit sets the rotational phase at the end of the reset period to an intermediate position before the extreme end phase. As the target rotational speed to be adjusted to the phase, the rotational speed before reset is set, and when the engine rotational speed of the internal combustion engine becomes zero speed in the delay period, the rotational phase at the end of the delay period is adjusted to the extreme end phase. Set the pre-reset rotation speed as the target rotation speed.

  In the present invention, when the engine rotation speed becomes higher than zero speed in the delay period, the engine rotation speed becomes higher than zero speed even at the end of the reset period, so that the electric motor for the internal combustion engine in both the delay and reset periods. It is assumed that a rotation delay of Therefore, when the engine rotation speed in the delay period becomes higher than zero speed, the stopper is set by setting the rotation speed before resetting in the delay period so as to adjust to the intermediate phase before the endmost phase at the end of the reset period. Reaching the endmost phase that causes collisions with each other can be avoided in both periods. On the other hand, when the engine rotation speed becomes zero in the delay period, the engine rotation speed is maintained at zero speed until the end of the reset period, so that the rotation delay of the electric motor with respect to the internal combustion engine occurs only in the delay period. is assumed. Therefore, when the engine speed in the delay period becomes zero speed, by setting the rotation speed before resetting in the delay period so as to adjust the rotation phase at the end of the delay period to the endmost phase, The impact force when reaching the phase can be reduced regardless of the collision between the stoppers. According to the above, it is possible to exhibit the effect of avoiding a failure caused by the collision between the stoppers by an appropriate process according to the engine speed.

  According to the tenth aspect of the present invention, the processing unit compares the engine rotation speed of the internal combustion engine with a threshold value in response to turning on of the engine switch, and starts when the engine rotation speed of the internal combustion engine is higher than the threshold value. In the delay period, the pre-reset rotation speed is set as the target rotation speed for adjusting the rotation phase at the end of the reset period to an intermediate phase before the extreme end phase, while the engine rotation speed of the internal combustion engine is lower than the threshold value. In the delay period that starts when the delay time is low, the pre-reset rotation speed is set as the target rotation speed for adjusting the rotation phase at the end of the delay period to the extreme end phase.

  In this invention, when the engine speed when the engine switch is turned on is high, if the time for reaching the endmost phase is shortened, the rotation delay of the electric motor with respect to the internal combustion engine becomes relatively steep. The impact force due to the collision between each other increases. Therefore, in the delay period that is started when the engine speed is higher than the threshold by comparison according to the ON state of the engine switch, the pre-reset rotation speed is adjusted to the intermediate phase before the endmost phase at the end of the reset period. Accordingly, it is possible to avoid reaching the extreme end phase where the stoppers collide with each other. On the other hand, if the engine speed is low when the engine switch is turned on, the rotation delay of the electric motor relative to the internal combustion engine becomes relatively gradual even if the time for reaching the endmost phase is shortened. Impact force due to collision between each other can be suppressed. Therefore, in the delay period that is started when the engine speed is lower than the threshold by comparison according to the ON state of the engine switch, the end of the adjustment is set by setting the rotation speed before reset that is adjusted to the end phase at the end of the period. The impact force when reaching the phase can be reduced regardless of the collision between the stoppers. According to the above, it is possible to exhibit the effect of avoiding a failure caused by the collision between the stoppers by an appropriate process according to the engine speed.

It is a mimetic diagram showing the mechanical composition of the electric valve timing control device by a first embodiment of the present invention. It is a mimetic diagram showing the electric composition of the electric valve timing control device by a first embodiment of the present invention. It is a flowchart which shows the stop control process of the electric valve timing control apparatus by 1st embodiment of this invention. It is a time chart which shows the operation example of the electric valve timing control apparatus by 1st embodiment of this invention. It is a flowchart which shows the restart control process of the electric valve timing control apparatus by 1st embodiment of this invention. It is a time chart which shows the operation example of the electric valve timing control apparatus by 1st embodiment of this invention. It is a flowchart which shows the restart control process of the electric valve timing control apparatus by 2nd embodiment of this invention. It is a time chart which shows the operation example of the electric valve timing control apparatus by 2nd embodiment of this invention. It is a flowchart which shows the restart control process of the electric valve timing control apparatus by 3rd embodiment of this invention. It is a flowchart which shows the restart control process of the electric valve timing control apparatus by 3rd embodiment of this invention. It is a flowchart which shows the restart control process of the electrically driven valve timing control apparatus by 4th embodiment of this invention. It is a flowchart which shows the restart control process of the electrically driven valve timing control apparatus by 4th embodiment of this invention.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description may be abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other part of the configuration. In addition, not only combinations of configurations explicitly described in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not explicitly specified unless there is a problem with the combination. .

(First embodiment)
As shown in FIG. 1, the electric valve timing control device 10 is installed in a transmission system that transmits engine torque from the crankshaft 2 to the camshaft 3 in the internal combustion engine 1 of the vehicle. In the present embodiment, the camshaft 3 opens and closes an intake valve (not shown) of the “valve” of the internal combustion engine 1, and the electric valve timing control device 10 variably controls the valve timing of the intake valve. To do.

  As shown in FIGS. 1 and 2, the electric valve timing control device 10 includes an electric motor 20, a phase adjustment mechanism 30, a drive circuit 40, and a control circuit 50.

  The electric motor 20 shown in FIGS. 1 and 2 is a brushless motor such as a permanent magnet type synchronous motor, and includes a motor case 22, a motor shaft 24, a motor coil 26, and a motor sensor 28. The motor case 22 is fixed to a fixed node such as a chain case in the internal combustion engine 1. The motor shaft 24 is supported by the motor case 22 so as to be able to rotate forward and backward. A plurality of motor coils 26 are provided, and rotate the motor shaft 24 by generating a magnetic field by energization. The motor sensor 28 is composed of, for example, a plurality of magnetoelectric transducers arranged around the motor shaft 24, and outputs the actual rotational speed Nrm of the motor shaft 24 as a signal.

  The phase adjusting mechanism 30 shown in FIG. 1 is formed by connecting a drive rotating body 34 and a driven rotating body 36 via a three-axis speed reducer 32 such as a planetary gear speed reducer. The speed reducer 32 is connected to the motor shaft 24 that is coaxially disposed with the rotating bodies 34 and 36. The drive rotator 34 is connected to the crankshaft 2 arranged eccentrically via the timing chain 4. The drive rotator 34 rotates forward in synchronization with the half rotation of the shaft 2 by transmitting the engine torque output from the crankshaft 2 from the timing chain 4. The driven rotator 36 is connected to the camshaft 3 arranged coaxially by screwing. The driven rotator 36 can rotate relative to the drive rotator 34 in both advance and retard directions while rotating positively integrally with the camshaft 3.

  In the phase adjusting mechanism 30 having such a configuration, the rotational phase between the rotating bodies 34 and 36 is adjusted according to the rotational state of the motor shaft 24 by the speed reducing action of the speed reducer 32. Specifically, when the motor shaft 24 rotates forward at the same speed as the cam shaft 3, the speed reducer 32 keeps the rotational phase by rotating the rotating bodies 34 and 36 together with the elements 24 and 3. On the other hand, when the motor shaft 24 rotates positively at a high speed with respect to the cam shaft 3, the speed reducer 32 advances the rotational phase by rotating the driven rotor 36 relative to the drive rotor 34 in the advance direction. . On the other hand, when the motor shaft 24 rotates forward or backward at a low speed with respect to the cam shaft 3, the speed reducer 32 rotates by rotating the driven rotor 36 relative to the driving rotor 34 in the retard direction. Delay the phase. As a result of the rotational phase adjustment described above, in the present embodiment, the valve timing is variably controlled in the internal combustion engine 1.

  In this embodiment of the phase adjustment mechanism 30 that realizes such a phase adjustment operation, the drive rotator 34 is provided with a pair of drive side stoppers 340 and 341, and the driven rotator 36 is provided with a driven side stopper 361. ing. Here, the drive-side stopper 340 disposed in the advance direction with respect to the driven-side stopper 361 is connected to the driven-side stopper 361 in accordance with the positive rotation of the motor shaft 24 being faster than the positive rotation of the cam shaft 3. By abutting, the rotational phase is regulated by the extreme end phase Pa in the advance direction. On the other hand, the drive side stopper 341 disposed in the retarding direction with respect to the driven side stopper 361 is driven in accordance with the forward rotation of the motor shaft 24 being delayed or reversely rotated from the forward rotation of the cam shaft 3. By contacting the side stopper 361, the rotational phase is regulated by the most extreme phase Pr in the retarding direction. In the following description, the most extreme phase Pr in the retard direction is referred to as “the most retarded phase Pr”.

  As shown in FIG. 2, the drive circuit 40 includes an inverter circuit unit 42 and a switching drive unit 44. The inverter circuit unit 42 includes a bridge circuit in which a plurality of switching elements such as FETs are combined, and is electrically connected to each motor coil 26 of the electric motor 20. The switching drive unit 44 includes, for example, a drive IC for FET, and is electrically connected to the control circuit 50 and the motor sensor 28 of the electric motor 20.

  In the drive circuit 40 having such a configuration, the difference between the target rotational speed Ntm and the actual rotational speed Nrm output from the control circuit 50 and the motor sensor 28 for the electric motor 20 is calculated as needed. Then, in the drive circuit 40 according to the calculated difference, the switching drive unit 44 feedback-controls the on / off of each switching element of the inverter circuit unit 42, so that the motor coil 26 to be energized to pass the current I is switched. As a result, a magnetic field is generated by the motor coil 26 to be energized, and the motor shaft 24 is rotationally driven. In this embodiment, since the electric motor 20 rotates in the forward and reverse directions, the target rotation speed Ntm and the actual rotation speed Nrm are given so that the forward rotation direction and the reverse rotation direction of the electric motor 20 can be distinguished. .

  For the drive circuit 40 that realizes such an energization operation, the control circuit 50 that controls the energization operation includes a processing unit 52 and an output unit 54. The processing unit 52 is composed of an electronic circuit such as a microcomputer, and is electrically connected to related electrical components of the internal combustion engine 1 including the sensors 5 and 6 and the switch 7 and the switching drive unit 44 of the drive circuit 40. Here, the crank sensor 5 is, for example, an electromagnetic pickup type rotation angle sensor, and outputs a crank angle signal corresponding to the actual rotation speed Nrcr of the crankshaft 2. The cam sensor 6 is, for example, an electromagnetic pickup type rotation angle sensor, and outputs a cam angle signal corresponding to the actual rotation speed Nrca of the cam shaft 3. The engine switch 7 is, for example, a rotary or push type ignition switch that can be operated by a passenger in the vehicle to turn the internal combustion engine 1 on and off, and outputs a signal corresponding to the state of the operation. The switching drive unit 44 outputs the actual rotational speed Nrm received from the motor sensor 28 of the electric motor 20 as a signal.

  The processing unit 52 that receives such an output performs steady processing (see FIGS. 4 and 6) based on the actual rotational speeds Nrcr, Nrca, Nrm and the operating state of the internal combustion engine 1 in both the on state and the off state of the engine switch 7. The target rotational speed Ntm of the electric motor 20 is variably set as needed. However, the processing unit 52 of the present embodiment that initializes itself by executing a reset process in response to the turning on of the engine switch 7 performs the target rotation during the reset period Tr (see FIG. 6) that is the execution period of the reset process. The setting of the speed Ntm is stopped.

  The output unit 54 includes an electronic circuit such as a communication interface, and is electrically connected to the switching drive unit 44 of the drive circuit 40. The output unit 54 temporarily stores the target rotational speed Ntm set by the processing unit 52 in a register, and outputs the target rotational speed Ntm stored in the register by a signal. Therefore, in this embodiment of such an output form, during the reset period Tr in which the processing unit 52 stops setting the target rotational speed Ntm, the target rotational speed Ntm stored in the register immediately before the period Tr is the output unit. 54 is continuously output.

(Control processing)
Next, control processing executed by the processing unit 52 by the control circuit 50 will be described in detail.

  (1) First, stop control processing when the internal combustion engine 1 is stopped will be described based on the flowchart of FIG. The stop control process is started during the combustion operation of the internal combustion engine 1.

  In S101 of the stop control process, it is determined whether or not the engine switch 7 is turned off. As a result, when an affirmative determination is made by turning off the engine switch 7, the process proceeds to S102, and the engine rotation speed Ne of the internal combustion engine 1 is acquired. At this time, the engine rotational speed Ne is determined by one or both of the actual rotational speed Nrcr of the crankshaft 2 given by the crank sensor 5 and the multiple of the actual rotational speed Nrca of the camshaft 3 given by the cam sensor 6. The average value can be obtained. However, more preferably, the actual rotation speed Nrcr of the crankshaft 2 that is not changed by the rotation phase adjustment of the phase adjustment mechanism 30 is acquired as the engine rotation speed Ne.

  In subsequent S103, the target rotational speed Ntm in the positive direction of the electric motor 20 is set based on the engine rotational speed Ne acquired in the latest S102 so that the rotational phase becomes a starting phase that allows the internal combustion engine 1 to start. . At this time, the target rotational speed Ntm may be set by a correlation equation represented by Ntm = f1 (Ne), for example, or may be set by a table or a map that defines the correlation between Ntm and Ne. Good. Further, the starting phase of the present embodiment is preset to the most retarded phase Pr (see FIG. 4) unique to the internal combustion engine 1.

  In subsequent S104, it is determined whether or not the rotational phase has reached the starting phase based on the actual rotational speeds Nrcr and Nrca given by the sensors 5 and 6. As a result, while a negative determination is made because the start phase has not been reached, S102 to S104 are repeated by returning to S102. On the other hand, if an affirmative determination is made due to the arrival of the starting phase, the process proceeds to S105, and the stop control process is terminated after waiting for the engine speed Ne acquired to be zero as in S102. In the present embodiment in which the starting phase is the most retarded phase Pr, the starting phase can be held until the internal combustion engine 1 is completely stopped by the action of the stoppers 341 and 361. However, when the starting phase is other than the most retarded phase Pr. In order to maintain the starting phase until the internal combustion engine 1 is completely stopped, it is preferable to repeat S102 to S104 until the zero-speed engine rotation speed Ne is confirmed, and then terminate the stop control process.

  An example of the operation that appears when such a stop control process is executed will be described with reference to the time chart of FIG. In the operation example of FIG. 4, when the engine switch 7 is turned off (t1), the target rotational speed Ntm of the electric motor 20 is variably set by a steady process according to the engine rotational speed Ne that gradually decreases due to the inertial rotation of the internal combustion engine 1. (T1 to t2). As a result, the rotation phase reaches the starting phase (t2) and is held as it is until the engine rotation speed Ne becomes zero (t3) due to the complete stop of the inertial rotation of the internal combustion engine 1. Become.

  (2) Next, the restart control process when restarting the combustion operation of the internal combustion engine 1 during the inertia rotation by the stop control process will be described based on the flowchart of FIG. The restart control process is started during the stop control process, and the stop control process is terminated at the start.

  In S111 of the restart control process, it is determined whether or not the engine switch 7 is turned on. As a result, when an affirmative determination is made by turning on the engine switch 7, the process proceeds to S112, and the reset process of the processing unit 52 is prohibited, thereby starting a delay period Td for delaying the reset process.

  In continuing S113, the engine speed Ne of the internal combustion engine 1 is acquired. At this time, the engine rotation speed Ne is acquired in the same manner as in S102 of the stop control process. Therefore, preferably, the actual rotation speed Nrcr of the crankshaft 2 is acquired as the engine rotation speed Ne.

  In the subsequent S114, based on the engine rotational speed Ne acquired in the latest S113, the first pre-reset rotational speed Ntm1, which is the target rotational speed Ntm in the positive direction of the electric motor 20, and the length of the delay period Td are variably set. To do. Specifically, the first pre-reset rotation speed Ntm1 within the appropriate range ΔN that is higher than the zero speed and lower than the half value of the engine rotation speed Ne, immediately before the end of the delay period Td (see t4 in FIG. 6). The values Ntm1 and Td are set so that the rotational phase is changed to the most retarded angle phase Pr until then. At this time, the appropriate range ΔN of the rotation speed Ntm1 before the first reset is set so that the impact force due to the collision between the stoppers 341 and 361 does not exceed the durability limit when reaching the most retarded phase Pr. The range is limited. Therefore, the first pre-reset rotation speed Ntm1 within the appropriate range ΔN may be set by a correlation equation represented by Ntm1 = f2 (Ne), for example, or a correlation between Ntm1 and Ne is defined. It may be set by a table or a map.

  In the subsequent S115, it is determined whether or not the rotational phase has reached the most retarded phase Pr based on the actual rotational speeds Nrcr and Nrca given by the sensors 5 and 6, respectively. As a result, while a negative determination is made due to not reaching the most retarded phase Pr, S113 to S115 are repeated by returning to S113. Therefore, when S113 to S115 are repeated, the first pre-reset rotation speed Ntm1 is variably set according to the engine rotation speed Ne that gradually decreases due to the inertial rotation of the internal combustion engine 1. On the other hand, when an affirmative determination is made by reaching the most retarded phase Pr, the process proceeds to S116, where the target rotational speed Ntm in the positive direction of the electric motor 20 is changed from the immediately preceding first rotational speed Ntm1 before reset to the zero speed. To the second pre-reset rotation speed Ntm2.

  In S117 thereafter, the reset period Tr for executing the reset process is started by terminating the delay period Td and permitting the reset process of the processing unit 52. Thus, in the present embodiment, the shift from the delay period Td to the reset period Tr is performed in a state where the target rotation speed Ntm is changed to the zero speed as the second rotation speed Ntm2 by S116 immediately before S117. Note that the reset period Tr is preset to a minimum fixed length necessary for the initialization of the processing unit 52.

  In S118 thereafter, it is confirmed whether or not the reset period Tr has ended. If an affirmative determination is made by the end of the period Tr, the process proceeds to S119, and the combustion operation of the internal combustion engine 1 is performed together with the combustion. The variable setting of the target rotational speed Ntm according to the driving state is resumed. Thus, the restart control process ends.

  An example of the operation that appears when such a restart control process is interrupted during the stop control process will be described with reference to the time chart of FIG. In the operation example of FIG. 6, when the engine switch 7 is turned off (t1), the target rotational speed Ntm of the electric motor 20 is set by steady processing according to the engine rotational speed Ne that gradually decreases due to the inertial rotation of the internal combustion engine 1. (T1-t2). Thereafter, when the engine switch 7 is turned on before the inertial rotation of the internal combustion engine 1 is completely stopped (t2), the delay period Td (t2 to t4) is started accordingly. In the started delay period Td, first, the target rotational speed Ntm is set to the first pre-reset rotational speed Ntm1 higher than the zero speed, so that the rotational phase reaches the most retarded phase Pr (t3). Thereafter, in the delay period Td, the target rotational speed Ntm is changed to zero speed as the second pre-reset rotational speed Ntm2, so that the rotational phase is maintained adjusted to the most retarded phase Pr ( t3-t4). Further, when the delay period Td ends (t4), the reset process of the processing unit 52 is executed by shifting to the reset period Tr (t4 to t5). Here, during the reset period Tr, the zero-speed that is the rotation speed Ntm2 before the second reset is output as the target rotation speed Ntm from the output unit 54, so that the most retarded phase until the end of the period Tr (t5). Pr is maintained. When the reset period Tr ends as described above, the combustion operation of the internal combustion engine 1 with the variable setting of the target rotational speed Ntm is resumed, and the engine rotational speed Ne increases.

(Function and effect)
The effects of the first embodiment described so far will be described. In the first embodiment, the processing unit 52 of the control circuit 50 starts the delay period Td in response to the turning on of the engine switch 7 so as to delay its reset process in the reset period Tr. Here, in the delay period Td in which the first and second pre-reset rotational speeds Ntm1 and Ntm2 are set as the target rotational speed Ntm for adjusting the rotational phase at the end of the period (t4) to the most retarded phase Pr, the above-described S114 , Rotation speeds Ntm1 and Ntm2 before reset are set as in S116. In particular, the rotation speed Ntm1 before the first reset is set so as not to exceed the durability limit by reducing the impact force when the stoppers 341 and 361 collide with each other when reaching the most retarded phase Pr. . In addition, during the reset period Tr after the delay period Td, the output of the target rotational speed Ntm is maintained with the second pre-reset rotational speed Ntm2 set to adjust the rotational phase to the most retarded phase Pr before the period Tr. Thus, the stoppers 341 and 361 can be kept in contact with each other. For these reasons, even if the turned-off engine switch 7 is turned on during the inertial rotation of the internal combustion engine 1, it is possible to avoid a failure caused by the collision between the stoppers 341 and 361 before the combustion operation of the internal combustion engine 1 is started. It will be possible.

  Further, in the first embodiment, during the inertial rotation of the internal combustion engine 1, the rotation speed Ntm1 before the first reset that changes the rotation phase to the most retarded phase Pr during the delay period Td corresponding to the turning on of the engine switch 7 is It is set higher than zero speed. Thereby, since the rotation delay of the electric motor 20 with respect to the internal combustion engine 1 can be caused gently, when the rotation phase reaches the most retarded phase Pr due to such a gentle rotation delay, it is caused by the collision between the stoppers 341 and 361. Impact force can be relieved. Moreover, in the reset period Tr that is shifted from the delay period Td in a state in which the first pre-reset rotation speed Ntm1 set higher than the zero speed is changed to the zero speed as the second pre-reset rotation speed Ntm2, the delay The output of the target rotational speed Ntm is continued with the zero speed in the period Td. Therefore, the contact state between the stoppers 341 and 361 can be maintained even during the inertial rotation of the internal combustion engine 1. For these reasons, it is possible to improve the reliability of the effect of avoiding the failure caused by the collision between the stoppers 341 and 361.

  Further, in the delay period Td, the first pre-reset rotation speed Ntm1 is set based on the engine rotation speed Ne, thereby limiting the collision speed between the stoppers 341 and 361 according to the difference between the rotation speeds Ntm1 and Ne. The inner setting can be properly realized. According to this, it is possible to surely reduce the impact caused by the collision between the stoppers 341 and 361, and to improve the reliability of the effect of avoiding the failure caused by the collision.

  Furthermore, the length of the delay period Td is set together with the rotation speed Ntm1 before the first reset based on the engine rotation speed Ne, so that the collision speed between the stoppers 341 and 361 according to the difference between the rotation speeds Ne and Ntm1. Can be set as short as possible. According to this, while ensuring the failure avoidance effect, the time required from the turning on of the engine switch 7 to the end of the reset period Tr after the delay period Td (t5) is shortened, and the target rotation after the reset period Tr It is possible to quickly restart the setting of the speed Ntm.

(Second embodiment)
As shown in FIG. 7, the second embodiment of the present invention is a modification of the first embodiment.

(Control processing)
The restart control process of the second embodiment is started together with the stop control process substantially the same as that of the first embodiment during the combustion operation of the internal combustion engine 1.

  In S211 of the restart control process, it is determined whether or not the engine switch 7 is turned off. As a result, when an affirmative determination is made by turning off the engine switch 7, the process proceeds to S212, and a time decrease rate Rn of the engine rotation speed Ne of the internal combustion engine 1 is calculated. At this time, the time decrease rate Rn may be calculated from the decrease in the engine rotation speed Ne acquired at two points on the time axis in the same manner as S102 of the stop control process and the time difference between the two points. You may acquire as an average value or regression analysis value of the result of repeating such calculation several times.

  In subsequent S213, it is determined whether or not the engine switch 7 is turned on. As a result, during the stop period Ts (see FIG. 8) of the internal combustion engine 1 in which a negative determination is made when the engine switch 7 is kept off, the process returns to S212, and S212 to S213 are repeated. On the other hand, when an affirmative determination is made by turning on the engine switch 7 and the stop period Ts ends, the process proceeds to S214, and an initial rotational speed Ne that is the engine rotational speed Ne of the internal combustion engine 1 at the time of the on time is acquired. At this time, the initial rotational speed Nei is acquired in the same manner as the engine rotational speed Ne in S102 of the stop control process. Therefore, preferably, the actual rotational speed Nrcr of the crankshaft 2 is acquired as the initial rotational speed Nei.

  In the subsequent S215, it is determined whether or not the initial rotation speed Nei acquired in the latest S214 is a zero speed. As a result, when an affirmative determination is made because the initial rotational speed Nei is zero, the restart control process is terminated. On the other hand, when the negative determination is made because the initial rotational speed Nei is higher than the zero speed, the stop control process is ended, and the process proceeds to S216 having substantially the same contents as S112 of the first embodiment. The delay period Td is started. Here, the delay period Td of the second embodiment is preset to the minimum fixed length necessary to execute S217 to S220 described later.

  In the subsequent S217, based on the initial rotational speed Nei acquired in the latest S214, the first rotational speed Ntm1 before reset, which is the target rotational speed Ntm in the positive direction of the electric motor 20, is set. Specifically, before the first reset so that the rotational phase is changed to the first intermediate phase Pm1 before the most retarded phase Pr immediately before the end of the delay period Td (see t4 in FIG. 8). A rotation speed Ntm1 is set. At this time, the rotation speed Ntm1 before the first reset may be set by a correlation equation such as Ntm1 = f3 (Nei), or may be set by a table or a map that defines the correlation between Ntm1 and Nei. .

  Further, in S218, the engine rotation speed Ne at the end of the reset period Tr (see t5 in FIG. 8) is predicted based on the time reduction rate Rn and the initial rotation speed Nei acquired in the most recent S212 and 214, respectively. Thus, the predicted rotation speed Nep is acquired. Here, when a negative determination is made in S215, regarding the time ΔT (see FIG. 8) required from the acquisition of the initial rotation speed Nei in S214 to the end of the reset period Tr in S221 described later, S214 to S221 are performed. It is preset to the minimum fixed length necessary to execute. Therefore, the acquisition of the predicted rotational speed Nep is executed using an arithmetic expression represented by Nep = Nei−Rn × ΔT.

  In subsequent S219, based on the predicted rotational speed Nep acquired in the latest S218, the second pre-reset rotational speed Ntm2 that is the target rotational speed Ntm in the positive direction of the electric motor 20 is set. Specifically, at the end of the reset period Tr (see t5 in FIG. 8), the rotational phase is changed to the second intermediate phase Pm2 that is retarded from the first intermediate phase Pm1 and before the most retarded phase Pr. As described above, the second pre-reset rotation speed Ntm2 that is higher than the zero speed and lower than the first pre-reset rotation speed Ntm1 is set. At this time, the second pre-reset rotation speed Ntm2 may be set by a correlation equation such as Ntm2 = f4 (Nep), or may be set by a table or a map that defines the correlation between Ntm2 and Nep. .

  Thereafter, the process proceeds to S220 having substantially the same contents as S117 of the first embodiment, and the reset period Tr is started. As a result, in the second embodiment, the process shifts from the delay period Td to the reset period Tr in a state in which the target rotation speed Ntm is changed to the second rotation speed Ntm2 that is higher than the zero speed by S219 immediately before S220. .

  Further, in S221 after this, it is confirmed whether or not the reset period Tr has ended. When an affirmative determination is made by the end of the period Td, the process proceeds to S222 having substantially the same contents as S119 of the first embodiment. Thus, the variable setting is restarted together with the combustion operation of the internal combustion engine 1. Thus, the restart control process ends.

  One example of the operation that appears when the restart control process of the second embodiment is started together with the stop control process and then the stop control process ends will be described with reference to the time chart of FIG.

  In the operation example of FIG. 8, when the engine switch 7 is turned off (t1), the target rotational speed Ntm of the electric motor 20 is set according to the engine rotational speed Ne that gradually decreases due to the inertial rotation of the internal combustion engine 1 (t1 to t1). t2). Thereafter, when the engine switch 7 is turned on before the inertial rotation of the internal combustion engine 1 is completely stopped (t2), the delay period Td (t2 to t4) is started accordingly. In the started delay period Td, first, the target rotational speed Ntm is set to the first pre-reset rotational speed Ntm1 higher than the zero speed, so that the rotational phase is the first intermediate before the most retarded phase Pr. The phase Pm1 is reached (t3). Thereafter, in the delay period Td, the second rotation speed Ntm2 that is higher than the zero speed and lower than the first rotation speed Ntm1 is set as the target rotation speed Ntm. Accordingly, when the delay period Td ends (t4) in a state where the rotational phase is in front of the most retarded phase Pr but delayed from the first intermediate phase Pm1, the reset period Tr (t4 to t5) ), The reset process of the processing unit 52 is executed. Here, during the reset period Tr, the second pre-reset rotation speed Ntm2 is output as the target rotation speed Ntm from the output unit 54, and therefore, at the end of the period Td (t5), the most retarded angle phase. The second intermediate phase Pm2 is reached before Pr. Thus, when the reset period Tr ends, the combustion operation of the internal combustion engine 1 with the variable setting of the target rotational speed Ntm is resumed.

(Function and effect)
The effect of 2nd embodiment demonstrated so far is demonstrated. Also in the second embodiment, the processing unit 52 of the control circuit 50 starts the delay period Td in response to the turning on of the engine switch 7 so as to delay its reset process in the reset period Tr. Here, in the delay period Td, the rotation speed Ntm1 before the first reset is set as the target rotation speed Ntm for adjusting the rotation phase immediately before the end of the period (t4) to the first intermediate phase Pm1 before the most retarded phase Pr. Is set. At the same time, in the delay period Td, the rotation speed Ntm2 before the second reset is set as the target rotation speed Ntm for adjusting the rotation phase at the end of the reset period Tr (t5) to the second intermediate phase Pm2 before the most retarded angle Pr. Is set immediately before the reset period Tr. According to the setting of the rotation speeds Ntm1 and Ntm2 before resetting, the rotation phase reaches the most retarded phase Pr not only during the delay period Td but also during the reset period Tr during which the second rotation speed Ntm2 is continuously output. No longer. According to this, even if the turned off engine switch 7 is turned on during the inertial rotation of the internal combustion engine 1, the collision between the stoppers 341 and 361 is prevented before the combustion operation of the internal combustion engine 1 is started. It is possible to avoid a failure caused by the collision.

  In the first embodiment, during the inertial rotation of the internal combustion engine 1, the rotation phase is changed to the intermediate phases Pm 1 and Pm 2 before the most retarded angle phase Pr during the delay period Td corresponding to the turning on of the engine switch 7. The pre-reset rotation speeds Ntm1 and Ntm2 are set higher than the zero speed. As a result, the rotation delay of the electric motor 20 with respect to the internal combustion engine 1 can be caused gradually, so that such a slow rotation delay causes itself to reach the most retarded phase Pr that causes the stoppers 341 and 361 to collide with each other. Can be reliably avoided. Moreover, in the reset period Tr shifted from the delay period Td in the setting state of the second pre-reset rotation speed Ntm2 higher than the zero speed, the output of the target rotation speed Ntm continues with the zero speed over the delay period Td. Is done. Therefore, even during the inertial rotation of the internal combustion engine 1, the rotation phase does not reach the most retarded phase Pr at the end of the reset period Tr (t5). For these reasons, it is possible to improve the reliability of the effect of avoiding the failure caused by the collision between the stoppers 341 and 361.

  Further, in the delay period Td, the second pre-reset rotational speed Ntm2 is set based on the predicted rotational speed Nep of the engine rotational speed Ne at the end of the reset period Tr, so that the maximum retardation angle is also obtained depending on the difference between the rotational speeds Ntm2 and Nep. The setting that does not reach the phase Pr can be appropriately realized. According to this, it is possible to reliably prevent the stoppers 341 and 361 from colliding with each other from the time when the engine switch 7 is turned on until the end of the reset period Tr after the delay period Td (t5), and the effect of avoiding a failure caused by the collision is prevented. Reliability can be increased.

  Furthermore, the predicted rotational speed Nep necessary for setting the second rotational speed Ntm2 before reset is based on the engine speed Ne time reduction rate Rn calculated during the stop period Ts from when the engine switch 7 is turned off to when the engine switch 7 is turned on. Acquired during the delay period Td corresponding to the switch 7 being turned on. That is, since the calculation of the time reduction rate Rn for accurately obtaining the predicted rotation speed Nep is executed before the delay period Td, the period Td can be set as short as possible. According to this, while ensuring the failure avoidance effect, the time required from the turning on of the engine switch 7 to the end of the reset period Tr after the delay period Td (t5) is shortened, and the target rotation after the reset period Tr This makes it possible to quickly restart the setting of the speed Ntm.

(Third embodiment)
As shown in FIGS. 9 and 10, the third embodiment of the present invention is a modified example in which the first embodiment and the second embodiment are combined.

(Control processing)
The restart control process of the third embodiment is also started together with the stop control process substantially the same as that of the first embodiment during the combustion operation of the internal combustion engine 1.

  As shown in FIG. 9, in S317 executed after S311 to S316 having substantially the same contents as S211 to S216 of the second embodiment in the restart control process, the delay period Td is based on the initial rotational speed Nei acquired in the latest S314. Whether or not the engine rotational speed Ne becomes zero is predicted. As a result, when it is predicted that the engine speed Ne is higher than the zero speed within the delay period Td and a negative determination is made, S318 to S323 having substantially the same contents as S217 to S222 of the second embodiment are executed. To do. On the other hand, when it is predicted that the engine speed Ne will reach the zero speed within the delay period Td and an affirmative determination is made, after executing S324 having substantially the same content as S113 of the first embodiment as shown in FIG. , The process proceeds to S325. Note that the delay period Td is preset to a fixed length in both the case of shifting from S317 to S318 and the case of shifting from S317 to S324.

  In S325 to be shifted as described above, the first pre-reset rotational speed Ntm1, which is the target rotational speed Ntm in the positive direction of the electric motor 20, is different from S318 corresponding to S217 in the second embodiment. , Variable setting. That is, the rotational phase is shifted to the most retarded angle phase Pr by the first pre-reset rotational speed Ntm1 within the appropriate range ΔN that is higher than the zero speed and lower than the half value of the engine rotational speed Ne until just before the end of the delay period Td. Only the rotation speed Ntm1 is set so as to be changed. However, the setting of the appropriate range ΔN and the first pre-reset rotation speed Ntm1 within the range ΔN is the same as S114 of the first embodiment.

  Further, after this, in the third embodiment, after executing S326 to S329 having substantially the same contents as S115 to S118 of the first embodiment, the process proceeds to S323 in FIG. In addition, about the operation example which appears by the above resumption control processing, the second embodiment by execution of S318 to S323 branched from S317, and the first embodiment by execution of S324 to S329 and S323 branched from S317 The explanation will be omitted.

(Function and effect)
The effects of the third embodiment described so far will be described. According to the third embodiment, when the engine rotation speed Ne becomes higher than the zero speed in the delay period Td, the engine rotation speed Ne becomes higher than the zero speed even at the end of the reset period Tr. It is assumed that a rotation delay of the electric motor 20 with respect to the internal combustion engine 1 occurs. Therefore, when the engine speed Ne becomes higher than the zero speed during the delay period Td, the phase is adjusted to the intermediate phases Pm1, Pm2 before the most retarded phase Pr immediately before the end of the delay period Td and at the end of the reset period Tr. In addition, rotation speeds Ntm1 and Ntm2 before the reset in the delay period Td are set. Therefore, in the same manner as in the second embodiment, it is possible to avoid reaching the most retarded phase Pr that causes the stoppers 341 and 361 to collide with each other in both periods Td and Tr.

  On the other hand, when the engine rotation speed Ne becomes zero in the delay period Td, the engine rotation speed Ne is maintained at zero speed until the end of the reset period Tr. It is assumed that a rotation delay of the motor 20 occurs. Therefore, when the engine speed Ne in the delay period Td is zero, the pre-reset rotation speeds Ntm1 and Ntm2 in the delay period Td are set so as to adjust to the most retarded phase Pr at the end of the delay period Td. . Therefore, as in the first embodiment, the impact force when reaching the most retarded phase Pr can be reduced regardless of the collision between the stoppers 341 and 361.

  As described above, according to the third embodiment, the effect of avoiding a failure caused by the collision between the stoppers 341 and 361 can be exhibited by an appropriate process according to the engine rotational speed Ne.

(Fourth embodiment)
As shown in FIGS. 11 and 12, the fourth embodiment of the present invention is a modified example different from the third embodiment in which the first embodiment and the second embodiment are combined.

(Control processing)
The restart control process of the fourth embodiment is also started together with the stop control process substantially the same as that of the first embodiment during the combustion operation of the internal combustion engine 1.

  As shown in FIG. 11, in S417 executed after S411 to S416 having substantially the same contents as S211 to S216 in the second embodiment in the restart control process, the initial rotation speed Nei obtained in the latest S414 is compared with the threshold value Nth. Thus, the level relationship between the values Nei and Nth is determined. As a result, when it is determined that the initial rotational speed Nei is higher than the threshold value Nth, S418 to S423 having substantially the same contents as S217 to S222 of the second embodiment are executed. On the other hand, when it is determined that the initial rotational speed Nei is lower than or equal to the threshold value Nth, after executing S424 to S429 having substantially the same contents as S113 to S118 of the first embodiment as shown in FIG. The process proceeds to S423.

  Note that the threshold value Nth, which is the determination criterion of S417, is assumed to appear in the delay period Td, which is constant when shifting from S417 to S418 and variable when shifting from S417 to S424, and in the period Td. It is preset in consideration of the rotation status of the elements 1 and 20 to be performed. In addition, with regard to the operation example that appears by the above restart control process, the second embodiment is executed by executing S418 to S423 branched from S417, and the first embodiment is executed by executing S424 to S429 and S423 branched from S417. The explanation will be omitted.

(Function and effect)
The operational effects of the fourth embodiment described so far will be described. According to the fourth embodiment, when the initial rotational speed Nei when the engine switch 7 is on is high, if the time for reaching the most retarded phase Pr is shortened, the rotational delay of the electric motor 20 relative to the internal combustion engine 1 is relatively steep. Therefore, the impact force due to the collision between the stoppers 341 and 361 increases. Therefore, in the delay period Td when the initial rotational speed Nei is higher than the threshold value Nth by comparison according to the turning on of the engine switch 7, the intermediate phase Pm1 before the most retarded phase Pr immediately before the end and at the end of the reset period Tr. , Pm2, the pre-reset rotation speeds Ntm1 and Ntm2 are set. Therefore, in the same manner as in the second embodiment, it is possible to avoid reaching the most retarded phase Pr that causes the stoppers 341 and 361 to collide with each other in both periods Td and Tr.

  On the other hand, when the initial rotational speed Nei when the engine switch is on is low, the rotational delay of the electric motor 20 relative to the internal combustion engine 1 is relatively gradual even if the time for reaching the most retarded phase Pr is shortened. Therefore, the impact force caused by the collision between the stoppers 341 and 361 can be suppressed. Therefore, in the delay period Td when the initial rotation speed Nei is equal to or less than the threshold value Nth by comparison according to the ON state of the engine switch 7, the rotation speeds Ntm1 and Ntm2 before reset that are adjusted to the most retarded phase Pr at the end of the delay period Td are Is set. Therefore, as in the first embodiment, the impact force when reaching the most retarded phase Pr can be reduced regardless of the collision between the stoppers 341 and 361.

  From the above, according to the fourth embodiment, the effect of avoiding a failure caused by the collision between the stoppers 341 and 361 can be exhibited by an appropriate process according to the engine rotational speed Ne.

(Other embodiments)
Although a plurality of embodiments of the present invention have been described above, the present invention is not construed as being limited to these embodiments, and various embodiments and combinations can be made without departing from the scope of the present invention. Can be applied.

  Specifically, in S114 of the first embodiment and S425 of the fourth embodiment, a preset delay period Td having a predetermined length may be employed in accordance with S325 of the third embodiment. In S114 of the first embodiment, S217 of the second embodiment, S318 and S325 of the third embodiment, and S418 and S426 of the fourth embodiment, a predetermined first set to be higher than the zero speed. The rotation speed Ntm1 before one reset may be adopted, or the zero speed as the first rotation speed Ntm1 before reset may be adopted only when the engine rotation speed Ne as a setting reference is lowered.

  Furthermore, in S218 of the second embodiment, S319 of the third embodiment, and S419 of the fourth embodiment, the engine speed Ne at the end of the reset period Tr is based on a preset time reduction rate Rn of the engine speed Ne. It may be executed, or may be executed based on a calculation rate Rn obtained by calculating a time decrease rate Rn of the engine speed Ne during the delay period Td. Furthermore, in S219 of the second embodiment, S320 of the third embodiment, and S420 of the fourth embodiment, the zero as the rotation speed Ntm2 before the second reset is set only when the engine speed Ne that is the setting reference is sufficient. Speed may be employed. In addition, in the fourth embodiment, S317 of the third embodiment is executed between S417 and S424, and the process proceeds to S424 only when a negative determination is made, while the process proceeds to S418 when a positive determination is made. You may let them.

  The present invention may also be applied to an electric valve timing control device that adjusts the valve timing of the exhaust valve as a “valve”. In this case, in the first to fourth embodiments, it is desirable that the relationship between “advance angle” and “retard angle” be reversed from that described.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine, 2 Crankshaft, 3 Camshaft, 5 Crank sensor, 6 Cam sensor, 7 Engine switch, 10 Electric valve timing control apparatus, 20 Electric motor, 30 Phase adjustment mechanism, 34 Drive rotary body, 36 Driven rotary body, 40 Drive circuit, 50 control circuit, 52 processing unit, 54 output unit, 340, 341 drive side stopper, 361 driven side stopper, Nrcr, Nrca, Nrm actual rotation speed, Ne engine rotation speed, Nei initial rotation speed, Nep predicted rotation speed , Nth threshold, Ntm target rotation speed, Ntm1 first rotation speed before reset, Ntm2 second rotation speed before reset, Td delay period, Tr reset period, Ts stop period, Pa endmost phase, Pm1 first intermediate phase, Pm2 first Two intermediate phases, Pr Endmost phase / most retarded phase, Rn time Low rates, .DELTA.N proper range, [Delta] T time

Claims (10)

An electric motor that rotates when energized;
A control circuit for outputting a target rotational speed set by the processing unit from the output unit, wherein a reset process of the processing unit is executed before starting the combustion operation of the internal combustion engine in response to turning on of an engine switch for turning on and off the internal combustion engine. A control circuit in which the output unit continues the output of the target rotation speed set by the processing unit before the reset period,
A drive circuit that rotationally drives the electric motor by energization according to the target rotational speed output from the output unit;
The valve timing of the internal combustion engine is variably controlled by adjusting the rotational phase between the drive rotating body and the driven rotating body linked to the crankshaft and camshaft of the internal combustion engine according to the rotation state of the electric motor. In the phase adjustment mechanism, the stoppers respectively provided on the driving rotating body and the driven rotating body are brought into contact with each other according to the rotation of the electric motor being delayed from the rotation of the internal combustion engine. An electric valve timing control device comprising a phase adjustment mechanism for regulating the rotational phase to the extreme end phase,
The processing unit starts a delay period for delaying the reset process in response to turning on of the engine switch, and the target rotation speed for adjusting the rotation phase at the end of the delay period to the extreme end phase, An electric valve timing control device that sets a rotation speed before reset in a delay period.   The electric valve timing control device according to claim 1, wherein the processing unit executes the setting of the rotation speed before reset in the delay period based on an engine rotation speed of the internal combustion engine.   The electric valve timing control device according to claim 2, wherein the processing unit executes the setting of the length of the delay period together with the setting of the rotation speed before reset based on the engine rotation speed.   In the delay period, the processing unit sets the rotation speed before reset that changes the rotation phase to the endmost phase higher than zero speed, and then changes the set speed to zero speed, The electric valve timing control device according to any one of claims 1 to 3, wherein the period shifts from a period to the reset period. An electric motor that rotates when energized;
A control circuit for outputting a target rotational speed set by the processing unit from the output unit, wherein a reset process of the processing unit is executed before starting the combustion operation of the internal combustion engine in response to turning on of an engine switch for turning on and off the internal combustion engine. A control circuit in which the output unit continues the output of the target rotation speed set by the processing unit before the reset period,
A drive circuit that rotationally drives the electric motor by energization according to the target rotational speed output from the output unit;
The valve timing of the internal combustion engine is variably controlled by adjusting the rotational phase between the drive rotating body and the driven rotating body linked to the crankshaft and camshaft of the internal combustion engine according to the rotation state of the electric motor. In the phase adjustment mechanism, the stoppers respectively provided on the driving rotating body and the driven rotating body are brought into contact with each other according to the rotation of the electric motor being delayed from the rotation of the internal combustion engine. An electric valve timing control device comprising a phase adjustment mechanism for regulating the rotational phase to the extreme end phase,
The processing unit starts a delay period for delaying the reset process in response to turning on of the engine switch, and adjusts the rotational phase at the end of the reset period to an intermediate phase before the endmost phase. An electric valve timing control device, wherein a rotation speed before reset in the delay period is set as a target rotation speed.   The processing unit predicts an engine rotation speed of the internal combustion engine at the end of the reset period, and executes the setting of the rotation speed before reset in the delay period based on the predicted rotation speed. Item 6. The electric valve timing control device according to Item 5.   The processing unit calculates a time decrease rate of the engine rotation speed during a stop period from turning off to turning on the engine switch, and executes prediction of the engine rotation speed based on the calculation rate. 6. The electric valve timing control device according to 6.   In the delay period, the processing unit resets the delay phase from the delay period in a state where the rotation speed before reset for changing the rotation phase to an intermediate phase before the endmost phase is set higher than zero speed. It shifts to a period, The electric valve timing control device according to any one of claims 5 to 7 characterized by things.   The processing unit adjusts the rotational phase at the end of the reset period to an intermediate phase before the endmost phase when the engine rotational speed of the internal combustion engine becomes higher than zero speed during the delay period. When the rotation speed before reset is set as the target rotation speed and the engine rotation speed of the internal combustion engine becomes zero in the delay period, the rotation phase at the end of the delay period is set to the endmost phase. The electric valve timing control device according to any one of claims 5 to 8, wherein the pre-reset rotation speed is set as the target rotation speed to be adjusted.   The processing unit compares the engine rotation speed of the internal combustion engine with a threshold value in response to turning on of the engine switch, and in the delay period started when the engine rotation speed of the internal combustion engine is higher than the threshold value, The pre-reset rotational speed is set as the target rotational speed for adjusting the rotational phase at the end of the reset period to an intermediate phase before the endmost phase, while the engine rotational speed of the internal combustion engine is greater than the threshold value. The rotation speed before reset is set as the target rotation speed for adjusting the rotation phase at the end of the delay period to the endmost phase in the delay period that is started when the delay time is also lower. Item 10. The electric valve timing control device according to any one of Items 5 to 9.

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